Heading picture The Xian Aircraft
Company is installing Western avionics and
interiors in Y-7-100s now in final assembly at
Xian. Below Winglets fitted to the Y-7-100
were developed in China
industry
Until the late 1970s Xian's principal
product was the H-6 bomber, China's
version of the Tupolev Tu-16. Production
of the H-6 continues, but at a low rate,
with only two beautifully finished exam
ples in final assembly at the time of
Flight's visit. "The H-6 will continue in
production for some years yet," says Yi,
although he confirms that consideration is
being given to a replacement bomber,
possibly supersonic, to be designed at
Xian.
In addition to its consumer goods pro
duction, XAC is also involved in aircraft
repair and subcontract work for Western
aircraft companies. Repair work centres
on the H-6, but includes Tridents and
An-24s of China's national airline, CAAC.
XAC has just completed a contract to
supply 737-300 fins and cabin doors to
Boeing, and is involved in subcontract
work on the Aerospatiale/Aeritalia
ATR42 and Canadair CL215.
Xian's principal product is the 52-seat
Y-7 airliner, of which 24 have been built so
far and 14 supplied to CAAC. XAC started
work on the Y-7 in 1968. "The aircraft was
designed with reference to the Antonov
An-24 and other aircraft types," says Yi.
"The result looks like an An-24, but has
different engines and equipment, a
FLIGHT INTERNATIONAL, 28 June 1986
XAC's Yi Zhibin
slightly wider fuselage, and a larger wing,"
he points out.
Engine power has been increased to
2,900 e.h.p., from 2,550 e.h.p. in the An-24,
to improve hot and high performance.
"CAAC's An-24s cannot operate in some
provinces despite having a third engine [a
turbojet] to boost take-off performance,"
Yi notes.
Although the Y-7 first flew in 1970, it
did not get its Chinese certificate of
airworthiness until 1980. "Because the
aircraft was designed during the Cultural
Revolution, the Y-7 had to be reworked
after 1976 to improve its quality and so
gain its certificate," Yi reveals. Five test
aircraft were built, three for flight testing,
plus static- and fatigue-test articles.
The first Y-7 was delivered in 1983, and
the aircraft entered service with CAAC in
1984, initially on freight and charter
services only. From April this year,
however, CAAC's Y-7s will be used for
scheduled passenger services, "as a result
of its favourable experience with the
aircraft," says Yi.
Y-7s delivered to CAAC during 1985
had improved avionics, including Sperry
weather radar and Litton Omega naviga
tion. In September last year China signed
an agreement with the Hong Kong Aero
Engineering Company (Haeco) to update
the Y-7 with Western avionics and
interior. One aircraft was flown to Hong
Kong for retrofitting.
The new Y-7-100 incorporates some 30
navigation and communication equipment
changes, with avionics from Collins,
Sperry, Litton, Sundstrand, and Becker.
The cockpit is completely updated, and
the flightcrew complement reduced from
five to three. A new interior supplied by
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